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E. SAMUEL. I TRANSFER TABLE. No. 537,721. Patented Apr. 16, 1895.

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TRANSFER-TABLE.

SPECIFICATION forming part of Letters Patent No. 537,721, dated April16, 1895.

Application filed D m r-7, 1393- Serial No. 493,042. (No model.)

To aZZ whom it may concern.-

Be it known that I, EDWARD SAMUEL, acitizen of the United States, and aresident of Philadelphia, Pennsylvania, have invented certainImprovements in Transfer-Tables, of

which the following is a specification.

The objectof myinventionisto so construct. a transfer table fortransferring railway cars from one track to another as to dispense withto the pit usually employed in which the transfer truck travels.

A further object of my invention is to continue the railway tracksacross and beyond the transfer tracks. This object I attain by elevatingthe table, and arranging the transfer tracks on or on about a level withthe railway tracks, and making the end sections of the railway tracksmovable so that they can be raised to align with the transfer table.

In the accompanying drawings, Figure 1 is a plan view of my improvedtransfer table and tracks. Fig. 2 is a sectional view on the linel-2,Fig..1, of the tracks. Fig 3 is a sectional view similar to Fig. 2,showing the transfer table and one section of the railway elevated.

Fig. 4 is a section on the line 34.-, Fig. 1. Fig. 5 is an enlargedsectional view showing one of the end sections of the railway tracklowered so that a car can pass over the transfer tracks. Fig. 6 is aview similar, to Fig. 5, showing the end section raised to align withthe rails on the transfer table. Fig. 7 is a plan view of Fig. 5. Fig. 8is a transverse sectional view on the line 5-6, Fig. 5, the movable railbeing omitted. Fig. 9 is a transverse sectional view on the line 7-8,.Fig. 5.

Fig. 10 is a transverse sectional view on the line 9-10, Fig. 5.

A A are the tracks of the railway arranged 4.0 in the present instanceparallel with each other, and it will be understood that there may be asmany tracks side by side as necessary.

B are the rails upon which the transfer truck 5 D is mounted, as shownin the present instance three rails; the central being simply asupporting rail. The rails B are arranged preferably at right angles tothe rails A, A, and are on a level with the said rails, thus preventinga jar when the transfer table passes the railway rails, or when a car onthe said railway rails crosses the transfer table rails. The transferrails may, however, be depressed slightly, or raised above the levelofthe main rails, without departing from my v invention. Thus it will beseen that when the transfer table is not in use, and is shifted to oneside, the cars can traverse the main tracks, crossing the transfertracks without hindrance.

The transfer truck D is constructed of I-bars in the present instancehaving two heavy girders d, d at each side, and secured to the undersides of these girders are the supporting beams cl for the tracks E forthe cars. These tracks, as shown in the drawings, are made of angle barsso that the tracks will be slightly elevated above the tracks of therailway. The wheels 6 of the transfer truck are journaled in suitablebearings secured to beams which extend beyond the girders d, and aresuitably braced by plates. It will be understood that this constructionmay be varied without departing from my invention, in fact in someinstances the structure may be made of wood instead of metal, but Iprefer to construct the transfer table as shown in the drawings.

The end rails or sections A of each track are pivotechor looselyconnected at a, so that the ends toward the table can be raised to alevel with the tracks or ways on the transfer table. Any suitablemechanism may be arranged to lift these rails and to support themproperly while raised so that a car can be run up the'inclined railsandonto the transfer table, and when the transfer table is moved to alignwith the other track they can be readily run down onto that track afterthe rails are adjusted. On the transfer table are pockets F into whichthe ends of the rail sections A pass when raised so as to loci: thetransfer table in proper line. The mouths of these pockets may betapered so that if the transfer table isnot in the proper position itwill be drawn into position by the rails as they are raised.

1 have shown in the drawings a lever G pivoted at g. to a suitable base11, which in the presentinstance extends back of the pivot point so asto give proper foundation for the pivoted-section. The lever is situatedunder the rail andcan be raised by a suitable hand lever G shown in theplan view. This hand lever is connected to the shaft g forming the pivotwhich extends to both rails of the track, and to which is secured thelevers G under the rails. I preferably mount on the lever a frictionroller g which takes the bearing of the rails. The lever also hasflanges g which extend on each side of the rail when it is raised,keeping the rail in proper line.

At intervals through the length of the foun dation H are cam blocks hwhich support the rail when it is lowered and upon which travel thelifting and supporting blocks I connected by a connecting rod 1' to thelever G at '5, so that when the lever is raised to lift the outer endsof the rail section, the blocks are drawn under the rail at suitabledistances apart through the medium of the rod, the blocks traveling overthe cam surfaces of the blocks h, comingto a bearing on top of these camblocks to properly support the rail at intervals when elevated. Each ofthe movable blocks I, have flanges 2' which form pockets for the rail soas to keep it in line between the other points and the pivot. Thefoundation plate H has side flanges h so as to laterally confine theblocks and the lever.

Thus it will be seen by the above description, that the pit common totransfer tables is not now required, and the tracks can be arranged thesame as an ordinary crossing, and all that is necessary is to soconstruct the transfer table that the rails thereon when used will be asnear as possible to the surface and to provide pivoted or movable railsections which can be raised so as to align with the rails on thetransfer table.

In some instances the floor of the transfer table may be perfectlyplain, dispensing with guiding rails, but I prefer to use rails.

I claim as my invention- 1. The combination of the transfer truck, railsthereon, main track rails, the end sections of said rails being pivoted,a lever for raising the outer ends of the said pivoted sections, and camblocks for supporting the rail at intervals while it is elevated,substantially as set forth.

2. The combination of the transfer truck, rails thereon, the track railsparallel with the rails of the truck, the end section of said railsbeing pivoted, a lever for raising the outer ends of the pivotedsections of said rails, blocks arranged at intervals throughout thelength of the pivoted sections, and connected to the lever so that asthe lever lifts the rail, they will support the rail in its raisedposition, substantially as described.

3. The combination of the transfer truck, rails thereon, pockets at oneor both sides of the truck, with track rails having movable endsections, means for raising said sections and for supporting them atintervals throughout their length, one or both of said end sectionsbeing adapted to the pockets on the transfer truck so as to hold thetransfer truck in position, substantially as described.

4. The combination of the transfer truck, rails thereon, the trackrails, the vertically movable section, mechanism for raising saidsection so as to align with the rails of the transfer truck, supportsfor said section, with flanges on said supports to prevent the lateralmovement of the section, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

EDWARD SAMUEL.

\Vitnesses:

WILLIAM A. BARR, JosEPH H. KLEIN.

